EP4159593B1 - Procédé et système de commande de marche arrière et véhicule - Google Patents

Procédé et système de commande de marche arrière et véhicule

Info

Publication number
EP4159593B1
EP4159593B1 EP21813549.9A EP21813549A EP4159593B1 EP 4159593 B1 EP4159593 B1 EP 4159593B1 EP 21813549 A EP21813549 A EP 21813549A EP 4159593 B1 EP4159593 B1 EP 4159593B1
Authority
EP
European Patent Office
Prior art keywords
vehicle
reversing
trajectory
information
obstacle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP21813549.9A
Other languages
German (de)
English (en)
Other versions
EP4159593A4 (fr
EP4159593A1 (fr
Inventor
Tong Gao
Hong Wei
Zhichao FAN
Bingxu MA
Dongchun XU
Peng Hao
Jianzhang YANG
Chong Wang
Rongchang XU
Jinbiao BAI
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Great Wall Motor Co Ltd
Original Assignee
Great Wall Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Great Wall Motor Co Ltd filed Critical Great Wall Motor Co Ltd
Publication of EP4159593A1 publication Critical patent/EP4159593A1/fr
Publication of EP4159593A4 publication Critical patent/EP4159593A4/fr
Application granted granted Critical
Publication of EP4159593B1 publication Critical patent/EP4159593B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18036—Reversing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/027—Parking aids, e.g. instruction means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/027—Parking aids, e.g. instruction means
    • B62D15/0285—Parking performed automatically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
    • B60W2420/403—Image sensing, e.g. optical camera
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/54—Audio sensitive means, e.g. ultrasound
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0677—Engine power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/20—Steering systems

Definitions

  • the present disclosure relates to the technical field of automobiles, and more particularly, to a reversing control method and a system and a vehicle.
  • the method further includes: clearing the determined first reversing trajectory when the traveling speed of the vehicle is greater than a second speed, the second speed being greater than or equal to the first speed.
  • the second reversing trajectory acquisition module includes:
  • the first reversing trajectory acquisition module is further configured for, clearing the determined first reversing trajectory if the traveling speed of the vehicle is greater than the second speed, the second speed being greater than or equal to the first speed.
  • the second reversing trajectory acquisition module further includes:
  • an information prompt module configured for, prompting a real-time remaining distance of the first reversing trajectory during a reversing.
  • the reversing control method and system and a vehicle of the present disclosure have the following advantages over the prior art: after receiving a reversing instruction for a vehicle, a first reversing trajectory of the vehicle can be acquired; the vehicle can be controlled to reverse according to the first reversing trajectory, such that a driver does not need to control the vehicle, thus avoiding tedious operation by the driver; during a reversing process the first reversing trajectory can be adjusted according to first environmental obstacle information of the vehicle, to acquire a second reversing trajectory; and the vehicle is then controlled to reverse according to the second reversing trajectory.
  • the danger caused by environmental obstacles during a reversing process may be avoided, and potential safety hazards in process of reversing a vehicle are eliminated.
  • FIG. 1 there is shown a schematic flow chart of a reversing control method provided by an embodiment of the present disclosure, which may include Step 101 to Step 105.
  • Step 101 acquiring a first reversing trajectory of a vehicle after receiving a reversing instruction for the vehicle.
  • a reversing instruction for a vehicle may be received while the vehicle is traveling.
  • the reversing instruction input by a driver of the current vehicle via a vehicle-mounted computer may be received, or the reversing instruction sent by the driver to at least one vehicle via a third-party electronic device may be received, such as the vehicle is determined to receive the reversing instruction by receiving a click operation of a key such as "automatic reversing" and "reversing assistance" on a head unit of the vehicle-mounted computer by the driver, or receiving the reversing instruction sent by the driver via an electronic device such as a mobile phone, a tablet computer, or a notebook computer.
  • the manner in which the reversing instruction is received is illustrated by the embodiments of the present disclosure.
  • the first reversing trajectory of the vehicle may be acquired after receiving the reversing instruction, wherein the first reversing trajectory may be pre-recorded before receiving the reversing instruction, which may be an inverse trajectory of a forward trajectory within a preset time period or a preset distance of the vehicle, or a reversing trajectory planned according to a destination pointed by the reversing instruction when environmental obstacle information of the vehicle is pre-collected.
  • the information that the reverse assistance cannot be performed may be prompted to the driver via the head unit so that the driver can manually control the vehicle to reverse the vehicle in time, or the environmental obstacle information of the vehicle is re-acquired to plan the first reversing trajectory.
  • the safety setting check is completed by releasing the brake by the drive, it can also be confirmed that the safety setting check is completed by various control functions of the BCM, and it can also be confirmed that the safety setting check is completed by receiving the click operation on a key such as "safety confirmation" and "safety setting completed” on the head unit by the driver.
  • the state information of the driver and/or other in-vehicle personnel may also be acquired through a seat belt sensor, a seat pressure sensor, or the like in the vehicle to determine the intention of the driver and/or other in-vehicle personnel so as to determine whether to perform reversing.
  • Step 102 in response to the reversing instruction, controlling the vehicle to reverse according to the first reversing trajectory.
  • the vehicle may be controlled to reverse along the first reversing trajectory in response to the reversing instruction. It may include controlling the driving direction, distance, speed, etc. of the vehicle by controlling the steering wheel angle, gear position, engine power output, and driving state of the vehicle.
  • the current steering wheel angle information of the vehicle may be acquired via the Electric Power Steering (EPS) of the vehicle, and a target angle of the steering wheel to steer is controlled;
  • the current gear information of the vehicle can be acquired via the Transmission Control Unit (TCU, an automatic gearbox control unit) of the vehicle, and the vehicle is controlled to switch to a target gear;
  • the current power output of the engine can be acquired via the Engine Control Module (ECM) of the vehicle, and the vehicle is controlled to switch to the target power output;
  • the current driving state of the vehicle such as vehicle travel distance information, wheel speed pulse information, etc.
  • Step 103 acquiring the first environmental obstacle information of the vehicle in a reversing driving process.
  • various types of sensors mounted on the vehicle may be used to acquire the first environmental obstacle information of the vehicle during the reversing of the vehicle so as to determine a stationary or moving obstacle existing in the driving environment of the vehicle, including the position, shape, size, moving direction, moving speed, and the like of the obstacle.
  • the types of sensors in the embodiment of the present disclosure, and the types and amount of the first environmental obstacle information acquired via the sensor are not limited.
  • the first reversing trajectory may be pre-recorded before receiving the reversing instruction, which may be the inverse trajectory of the forward trajectory within the preset time period or the preset distance of the vehicle, or it may be the reversing trajectory planned according to the destination pointed by the reversing instruction when environmental obstacle information of the vehicle is pre-collected. Therefore, when the vehicle reverses according to the first reversing trajectory, the influence of an obstacle existing before the reversing instruction is received on the reversing process of the vehicle is small. At this time, when the first environmental obstacle information reaches the preset condition, the second reversing trajectory of the vehicle can be determined according to the first environmental obstacle information and the first reversing trajectory.
  • the first reversing trajectory may be corrected according to the first environmental obstacle information, and the corrected first reversing trajectory may be used as the second reversing trajectory.
  • the preset condition may be a degree of change of the first environmental obstacle information in comparison with the environmental obstacle information when the first reversing trajectory is determined.
  • the degree of change may be a degree of change in the quantity, position, etc. of newly added or reduced obstacles, or a degree of change in the position and shape of the obstacle, or like conditions, which will not be particularly limited by the embodiments of the present disclosure.
  • Step 105 controlling the vehicle to reverse according to the second reversing trajectory.
  • the process of controlling the vehicle to reverse according to the second reversing trajectory is similar to the process of Step 102, which will not be repeated herein.
  • the first reversing trajectory of the vehicle after receiving the reversing instruction for the vehicle, the first reversing trajectory of the vehicle can be acquired; the vehicle can be controlled to reverse according to the first reversing trajectory, such that the driver does not need to control the vehicle, thus avoiding tedious operation by the driver.
  • the first reversing trajectory can be adjusted according to first environmental obstacle information of the vehicle, to acquire the second reversing trajectory; and the vehicle is then controlled to reverse according to the second reversing trajectory.
  • FIG. 2 is a schematic flow chart of another reversing control method provided in an embodiment of the present disclosure. As shown in FIG. 2 , the method may include:
  • Step 201 to Step 202 may correspondingly refer to the relevant description of Step 101 to Step 102. In order to avoid repetition, the description will not be repeated herein.
  • the real-time position information of the vehicle can be acquired when the vehicle reverses according to the first reversing trajectory.
  • the real-time position information of the vehicle can be acquired by acquiring the real-time coordinate of the rear axle center, the real-time coordinate of the center of the front shaft, and so forth of the vehicle.
  • the embodiment of the present disclosure does illustrate the manner of acquiring the real-time position information of the vehicle.
  • the real-time position information of the vehicle may be controlled to approach a coordinate point in the first reversing trajectory, thereby controlling the rotating direction, moving distance and so forth of the vehicle.
  • an accumulated calculation error may occur, so that an error may exist between the acquired real-time position information and the actual real-time position information of the vehicle;
  • whether the real-time position information of the vehicle deviates from the first reversing trajectory may be determined, for example, at least one of a position deviation, a direction deviation, and a curvature deviation of the point where the distance between the real-time position information and the first reversing trajectory is the shortest may be calculated, and a deviation degree of the vehicle deviating from the first reversing trajectory may be determined according to the calculation result.
  • the third reversing trajectory may be determined according to the first reversing trajectory and the real-time position information. For example, a third reversing trajectory that does not coincide with the first reversing trajectory is planned according to the real-time position information, or a corrected trajectory that returns to the first reversing trajectory is planned according to the real-time position information, and a reversing trajectory that returns to the first reversing trajectory from the corrected trajectory, and continues to reverse, is used as the third reversing trajectory.
  • the coordinate point 3011 is a point on the first reversing trajectory 301 where the distance is the shortest from the real-time position information 3021, and the position deviation is ⁇ Z, at this moment, the corrected trajectory returning to the first reversing trajectory can be determined according to the real-time position information 3021, and the corrected trajectory to the first reversing trajectory is taken as the third reversing trajectory 303.
  • Step 205 controlling the vehicle to perform reversing according to the third reversing trajectory.
  • FIG. 4 is a schematic diagram of a third reversing trajectory in an embodiment of the present disclosure. As shown in FIG. 4 , a first reversing trajectory 401, a vehicle 402, and a third reversing trajectory 403 are included. In the case where the vehicle 402 deviates from the first reversing trajectory, the third reversing trajectory 403 is determined according to the real-time position information of the vehicle 402 to correct the vehicle position.
  • Step 206 acquiring the first environmental obstacle information of the vehicle in a reversing driving process.
  • Step 207 when the first environmental obstacle information reaches a preset condition, determining a second reversing trajectory of the vehicle according to the first reversing trajectory and the first environmental obstacle information.
  • Step 208 controlling the vehicle to reverse according to the second reversing trajectory.
  • Step 206 to Step 208 may correspondingly refer to the relevant description of Step 103 to Step 105. In order to avoid repetition, the description will not be repeated herein.
  • a first reversing trajectory of the vehicle after receiving a reversing instruction for a vehicle, a first reversing trajectory of the vehicle can be acquired; the vehicle can be controlled to reverse according to the first reversing trajectory, such that a driver does not need to control the vehicle, so as to avoid tedious operation by the driver.
  • the first reversing trajectory can be adjusted according to the first environmental obstacle information of the vehicle or the real-time position information of the vehicle to obtain a second reversing trajectory or a third reversing trajectory, and then the vehicle is controlled to reverse according to the second reversing trajectory or the third reversing trajectory. Therefore, the danger caused by environmental obstacles during a reversing process may be avoided, and potential safety hazards in process of reversing a vehicle are eliminated.
  • FIG. 5 is a schematic flow chart of another reversing control method in an embodiment of the present disclosure. As shown in FIG. 5 , the method may include:
  • Step 501 when the traveling speed of the vehicle is less than or equal to the first speed, acquiring the traveling route information of the vehicle and the second environmental obstacle information.
  • the traveling route information and the second environmental obstacle information of the vehicle may be acquired by various types of sensors of the vehicle during the forward travelling process of the vehicle.
  • the traveling route information may include a coordinate point acquired at preset time intervals or preset distance intervals during the forward travelling process of the vehicle, or a forward path of the vehicle obtained by satellite positioning, etc.;
  • the second environmental obstacle information may include the information of obstacles such as other vehicles, pedestrians, road signs, etc. in the surrounding environment during the forward travelling process of the vehicle.
  • the method for acquiring the traveling route information and the second environmental obstacle information is illustrated by the embodiment of the present disclosure.
  • the traveling route information and the second environmental obstacle information of the vehicle can be acquired, so as to avoid information redundancy caused by excessive information;
  • the first speed can be 14 kilometers per hour, 15 kilometers per hour, 20 kilometers per hour, etc.
  • the traveling route information and/or the second environmental obstacle information of the latest preset time period or preset distance may be acquired, such as the traveling route information and/or the second environmental obstacle information within 10 minutes or 20 minutes, or the traveling route information and/or the second environmental obstacle information within 50 meters, 60 meters, 70 meters, or like circumstances.
  • Step 502 determining the first reversing trajectory of the vehicle according to the traveling route information and the second environmental obstacle information.
  • the first reversing trajectory of the vehicle may be determined according to the traveling route information and the second environmental obstacle information.
  • the first reversing trajectory may include a travel route trajectory determined according to the traveling route information and the route map information determined according to the second environmental obstacle information.
  • the travel route trajectory may include the direction, the angle, the distance, etc. of the heading of the vehicle, and the route map information may include the number, the type, the shape, the spatial distribution, etc. of the obstacles.
  • a Free Space algorithm can be used to identify the second environmental obstacle information, so as to generate the corresponding route map information, and the road condition to which the first reversing trajectory belongs can also be determined according to the route map information, such as an open area, a narrow lane, etc.
  • the determined first reversing trajectory may be stored in a vehicle-mounted computer of the vehicle, or transmitted to a third-party electronic device, a server, etc. for storage.
  • FIG. 6 is a schematic diagram of a first reversing trajectory in an embodiment of the present disclosure.
  • the obstacle may be determined as a road boundary.
  • the traveling route information of the vehicle 601 such as the vehicle coordinate points (X, Y), etc.
  • the second environmental obstacle information such as coordinate points (X 1 , Y 1 ), (X 2 , Y 2 )... of the obstacles on both sides of the vehicle may be acquired every one meter.
  • the traveling route trajectory 604 of fifty meters from the coordinate point 602 to the coordinate point 603 of the vehicle is determined, and the second environmental obstacle information determines that the road condition is a narrow roadway and determines road boundaries 605 on both sides of the vehicle.
  • the distance of the travel route trajectory may be calculated via the wheel speed pulse, i.e., the distance of the travel route trajectory is calculated by calculating the travel distance of the vehicle in one pulse of the wheel and counting the number of wheel pulses.
  • FIG. 9 is a schematic diagram for calculating the straight traveling distance of a vehicle in an embodiment of the present disclosure. As shown in FIG. 9 , when a vehicle 901 moves straight from a W1 position to a W2 position, it is possible to calculate the rear axle center moving distance L, which serves as the distance L1 of the vehicle travel route trajectory, via the number of wheel pulses and the vehicle travel distance S1 in one wheel pulse.
  • L R ⁇ ⁇
  • L the moving distance of the rear axle center of the vehicle
  • R the turning radius corresponding to the rear axle center under the current steering wheel angle
  • ⁇ the traveling angle of the vehicle from position W1 to position W2
  • L1 is the distance traveled by the rear wheel axis of the inner circle of the vehicle
  • R1 is the turning radius corresponding to the inner circle rear wheel axis under the current steering wheel angle
  • point O is the center of the circle corresponding to the traveling arc length of the vehicle.
  • ⁇ L 1 / R 1
  • Step 503 clearing the determined first reversing trajectory when the traveling speed of the vehicle is greater than a second speed, the second speed is greater than or equal to the first speed.
  • the vehicle when it is determined that the road condition is a narrow roadway according to the route map information, after receiving the reversing instruction, the vehicle may first acquire the environmental obstacle information on the left side and the right side of the vehicle and acquire the travel route trajectory.
  • the first reversing trajectory of the vehicle reversing is fitted in real time according to the travel route trajectory, the environmental obstacle information on the left side and the right side of the vehicle, and the position coordinate information of the central point of the vehicle acquired in real time.
  • the first reversing trajectory may be fitted by various means such as a straight-line equation, an equation of a circle, a polynomial curve equation, etc., and the safety, driving comfort experience, and the like may be further considered.
  • the travel route trajectory with a large number of turns is smoothed
  • the travel route trajectory with a large number of bypassing obstacles is re-planned, etc.
  • FIG. 11 is a schematic diagram of yet another first reversing trajectory in an embodiment of the present disclosure.
  • a vehicle 1101 reverses from a coordinate point 1102 to a coordinate point 1103, and the coordinate point 1102 to the coordinate point 1103 includes a travel route trajectory 1104 therebetween.
  • the travel route trajectory 1104 turns a lot and is not suitable to be directly used as the first reversing trajectory.
  • a relatively smooth first reversing trajectory 1105 can be obtained by re-planning according to the direction of the travel route trajectory 1104, so as to avoid multiple turns in the process of reversing and improving the efficiency of reversing.
  • the position information of the first obstacle and the real-time position information of the vehicle can be acquired.
  • the position information of the first obstacle can be determined from the first environmental obstacle information, and the acquisition method of the real-time position information of the vehicle can correspondingly refer to the relevant description of Step 203, which will not be repeated herein to avoid repetition.
  • the second reversing trajectory of the vehicle can be determined according to the position information of the first obstacle and the real-time position information of the vehicle.
  • the distance between the position information of the first obstacle and the real-time position information of the vehicle can be determined firstly, and based on that, when the distance is less than or equal to a preset correction distance, whether a trajectory other than the first reversing trajectory, such as a travel route trajectory, can bypass the first obstacle can be determined; and if so, according to the real-time position information and the first reversing trajectory, a plurality of coordinate points near the real-time position information in the first reversing trajectory can be determined through traversal, and obtaining the correction to the other trajectory according to the consecutive coordinate points of a plurality of coordinate points so as to obtain the second reversing trajectory is performed; when the distance is greater than the preset correction distance, a new second reversing trajectory may also be re-planned according to the position information of the first obstacle and the real-time position information
  • the first obstacle 1304 is detected when the vehicle 1301 reaches the point A while reversing along the first reversing trajectory 1303; since the distance from the point A to the first obstacle 1504 is less than the preset correction distance, the travel route trajectory 1302 can be considered at this moment; since the first obstacle 1304 is not encountered along the travel route trajectory 1302, the second reversing trajectory 1305 can be determined according to the position information of the first obstacle 1304 and the real-time position information of the vehicle 1301; therefore, it is possible for the vehicle 1301 to go from the point A of the first reversing trajectory 1303 to the point B of the travel route trajectory 1302 according to the second reversing trajectory 1305, and reverse along the travel route trajectory 1302, so as to bypass the first obstacle 1304; besides, after bypassing the first obstacle 1304, it is possible to reverse from the travel route trajectory 1302 to the first reversing trajectory 1303 to obtain the second reversing trajectory.
  • the vehicle may continue to reverse along the second reversing trajectory, or the reversing trajectory may be re-planned according to the first environmental obstacle information and the second reversing trajectory.
  • the second reversing trajectory 1305 includes a partial travel route trajectory 1302, a partial first reversing trajectory 1303, and a reversing trajectory AB.
  • FIG. 14 is a schematic diagram of another second reversing trajectory in an embodiment of the present disclosure.
  • the second reversing trajectory includes a vehicle 1401, a travel route trajectory 1402, a first reversing trajectory 1403, a first obstacle 1404, and a second reversing trajectory 1405.
  • FIG. 15 is a schematic diagram of another second reversing trajectory in an embodiment of the present disclosure.
  • the second reversing trajectory includes a vehicle 1501, a travel route trajectory 1502, a first reversing trajectory 1503, a first obstacle 1504, and a second reversing trajectory 1505.
  • the first obstacle 1504 is detected when the vehicle 1501 reaches point A when reversing along the first reversing trajectory 1503. Since the distance from point A to the first obstacle 1504 is greater than the preset correction distance, the reversing trajectory AB bypassing the first obstacle 1504 can be re-planned at this time. In addition, the reversing trajectory AB may return to the first reversing trajectory 1503.
  • the vehicle may continue to reverse along the second reversing trajectory, or the reversing trajectory may be re-planned according to the first environmental obstacle information and the second reversing trajectory.
  • the second reversing trajectory 1505 includes a part of the first reversing trajectory 1503 and the reversing trajectory AB.
  • Step 509 the following steps are further included: Sub-Step S11: determining whether a second reversing trajectory exists according to the position information of the first obstacle and the real-time position information of the vehicle or not.
  • Sub-Step S12 controlling the vehicle to stop reversing when the second reversing trajectory does not exist.
  • the vehicle may be controlled to stop reversing, such as controlling the vehicle to stop, or reminding the driver to perform vehicle control, etc. Further, the position of the first obstacle may be prompted so that the driver knows the current road conditions.
  • Step 510 determining whether a moving second obstacle exists in the first environmental obstacle information according to the first reversing trajectory.
  • the moving obstacle may be determined as the second obstacle, such as a pedestrian, other vehicles traveling, etc.
  • the method for determining whether the second obstacle exists may correspondingly refer to the relevant description of Step 507, which is illustrated by the embodiments of the present disclosure in order to avoid repetition.
  • Step 511 when the second obstacle exists, acquiring obstacle trajectory information of the second obstacle.
  • the obstacle trajectory information of a second obstacle may be acquired.
  • the obstacle trajectory information may include the information of the moving trajectory of the second obstacle, and may further include the trajectory information of a prediction of the second obstacle.
  • a pedestrian around the vehicle may be identified through a mechanical learning algorithm for salient human instance segmentation in a video image, so as to obtain the obstacle trajectory information of the pedestrian.
  • Step 512 determining a second reversing trajectory of the vehicle according to the obstacle trajectory information and the first reversing trajectory such that there is no overlapping position between the second reversing trajectory and the obstacle trajectory information.
  • the vehicle can be controlled to stop before reaching the overlapping position between the obstacle trajectory information and the first reversing trajectory, and the vehicle can be controlled to reverse after the second obstacle passes the overlapping position; it may also be the case that when the vehicle reverses according to the second reversing trajectory, the overlapping position of the obstacle trajectory information and the first reversing trajectory may be bypassed, which will not be particularly limited by the embodiments of the present disclosure.
  • Step 513 controlling the vehicle to reverse according to the second reversing trajectory.
  • Step 513 may correspondingly refer to the relevant description of Step 102, which will not be repeated here to avoid repetition.
  • Step 505 the following steps are further included: Sub-Step S21: prompting a real-time remaining distance of the first reversing trajectory during a reversing.
  • the real-time remaining distance may be prompted by a corresponding distance value displayed on a head unit of a vehicle-mounted computer, or the real-time remaining distance may be prompted by a voice output, etc.
  • the embodiment of the present disclosure does illustrate the manner of prompting the real-time remaining distance.
  • FIG. 16 is a schematic diagram of a prompt interface of a real-time remaining distance provided by an embodiment of the present disclosure.
  • the display interface includes a key area 1601, a prompt area 1602, and an image area 1603.
  • the key area 1601 can display a key for triggering the corresponding function, such as a "reversing assistance" key 16011;
  • the prompt area 1602 is used for prompting that the reversing is in progress, and displaying the real-time remaining distance "39m", and optionally, it also prompting that "please pay attention to the surrounding environment, and prepare for braking at any time", so as to prompt the driver that the reversing is about to end, so as to avoid poor driving experience caused by sudden braking;
  • the image area 1603 may display the images captured by the front and rear cameras of the vehicle, so as to facilitate the current surroundings of the driver and the vehicle, further avoiding and eliminating safety hazards.
  • FIG. 17 shows a schematic diagram of the structure of a reversing control system according to an embodiment of the present disclosure.
  • the system includes:
  • system further includes:
  • the second reversing trajectory acquisition module 1704 includes:
  • the second reversing trajectory acquisition module 1704 includes:
  • the first reversing trajectory acquisition module 1701 is further configured for, clearing the determined first reversing trajectory if the traveling speed of the vehicle is greater than the second speed, the second speed being greater than or equal to the first speed.
  • the second reversing trajectory acquisition module 1704 further includes:
  • an information prompt module configured for, prompting a real-time remaining distance of the first reversing trajectory during a reversing.
  • the reversing control system and the vehicle have the same advantages as the above-described reversing control method with respect to the prior art, which will not be described in detail herein.
  • the target gear, the target steering wheel angle, the target power output, the target vehicle battery mode, etc. may be determined by the RADS ECU according to the path, direction, etc. of the first reversing trajectory or the second reversing trajectory, which will not be particularly limited by the embodiment of the present disclosure.
  • the RADS ECU may further receive a reversing instruction through a HUT (Head Unit); it is also possible to confirm that the door of the vehicle is in an open/closed state by the door state information output by the BCM, and to output a door open/close instruction or the like to the BCM; it is also possible to collect the information of the driver or other persons in the vehicle through a seat belt sensor or a seat pressure sensor so as to determine the driving intention of the driver or other persons in the vehicle; the acquired traveling route information, the first environmental obstacle information, etc. and the acquired first reversing trajectory, second reversing trajectory, third reversing trajectory, etc. may be stored in an eMMC (Embedded Multi-media Card) storage module.
  • eMMC embedded Multi-media Card
  • Various part embodiments of the present disclosure may be implemented in hardware, or in a software module running on one or more processors, or in a combination thereof.
  • a microprocessor or digital signal processor may be used in practice to implement some or all of the functions of some or all of the parts of a computing processing device according to the embodiments of the present disclosure.
  • the present disclosure may also be embodied as a device or an apparatus program (e.g., a computer program and a computer program product) for performing a portion or all of the methods described herein.
  • Such a program implementing the present disclosure may be stored on a computer-readable medium or may be in the form of one or more signals. Such signals may be downloaded from an Internet website, provided on a carrier signal, or provided in any other form.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Traffic Control Systems (AREA)

Claims (13)

  1. Procédé de commande de marche arrière, dans lequel le procédé comprend les étapes consistant à :
    acquérir une première trajectoire de marche arrière (301) d'un véhicule (302) après la réception d'une instruction de marche arrière du véhicule (302) ;
    en réponse à l'instruction de marche arrière, commander le véhicule (302) pour qu'il recule conformément à la première trajectoire de marche arrière (301) ;
    acquérir des premières informations d'obstacles environnementaux du véhicule (302) lors d'un processus de conduite en marche arrière ;
    lorsque les premières informations d'obstacles environnementaux satisfont une condition prédéfinie, déterminer une deuxième trajectoire de marche arrière du véhicule (302) conformément à la première trajectoire de marche arrière (301) et aux premières informations d'obstacles environnementaux ; et
    commander le véhicule (302) pour qu'il recule conformément à la deuxième trajectoire de marche arrière,
    caractérisé en ce que
    à la suite d'une réponse à l'instruction de marche arrière, l'étape de commande du véhicule (302) pour qu'il recule conformément à la première trajectoire de marche arrière (301) consiste en outre à :
    acquérir des informations de position en temps réel du véhicule (302) ;
    lorsque les informations de position en temps réel dévient de la première trajectoire de marche arrière (301), déterminer une troisième trajectoire de marche arrière conformément à la première trajectoire de marche arrière (301) et aux informations de position en temps réel ; et
    commander le véhicule (302) pour qu'il recule conformément à la troisième trajectoire de marche arrière ;
    dans lequel, lorsque les premières informations d'obstacles environnementaux satisfont la condition prédéfinie, l'étape de détermination de la deuxième trajectoire de marche arrière du véhicule (302) conformément à la première trajectoire de marche arrière (301) et aux premières informations d'obstacles environnementaux consiste à :
    déterminer si un second obstacle en mouvement est présent dans les premières informations d'obstacles environnementaux conformément à la première trajectoire de marche arrière (301) ;
    lorsque le second obstacle est présent, acquérir des informations de trajectoire d'obstacle du second obstacle ; et
    déterminer une deuxième trajectoire de marche arrière du véhicule (302) conformément aux informations de trajectoire d'obstacle et à la première trajectoire de marche arrière (301) de sorte qu'aucune position de chevauchement n'existe entre la deuxième trajectoire de marche arrière et les informations de trajectoire d'obstacle.
  2. Procédé selon la revendication 1, dans lequel, lorsque les premières informations d'obstacles environnementaux satisfont la condition prédéfinie, l'étape de détermination de la deuxième trajectoire de marche arrière du véhicule (302) conformément à la première trajectoire de marche arrière (301) et aux premières informations d'obstacles environnementaux consiste à :
    déterminer si un premier obstacle immobile est présent dans les premières informations d'obstacles environnementaux conformément à la première trajectoire de marche arrière (301) ;
    lorsque le premier obstacle est présent, acquérir des informations de position du premier obstacle et les informations de position en temps réel du véhicule (302) ; et
    déterminer une deuxième trajectoire de marche arrière du véhicule (302) conformément aux informations de position du premier obstacle et aux informations de position en temps réel du véhicule (302) de sorte que le véhicule (302) contourne le premier obstacle pendant la marche arrière.
  3. Procédé selon la revendication 1 ou la revendication 2, dans lequel, avant l'acquisition de la première trajectoire de marche arrière (301) du véhicule (302) et après la réception de l'instruction de marche arrière du véhicule (302), le procédé comprend en outre les étapes consistant à :
    lorsqu'une vitesse de déplacement du véhicule (302) est inférieure ou égale à une première vitesse, acquérir des informations d'itinéraire de déplacement du véhicule (302) et des secondes informations d'obstacles environnementaux ; et
    déterminer la première trajectoire de marche arrière (301) du véhicule (302) conformément aux informations d'itinéraire de déplacement et aux secondes informations d'obstacles environnementaux.
  4. Procédé selon la revendication 3, dans lequel, avant l'acquisition de la première trajectoire de marche arrière (301) du véhicule (302) et après la réception de l'instruction de marche arrière du véhicule (302), le procédé comprend en outre l'étape consistant à :
    effacer la première trajectoire de marche arrière (301) qui a été déterminée, lorsque la vitesse de déplacement du véhicule (302) est supérieure à une seconde vitesse, et la seconde vitesse étant supérieure ou égale à la première vitesse.
  5. Procédé selon la revendication 2, dans lequel, avant la détermination de la deuxième trajectoire de marche arrière du véhicule (302) conformément aux informations de position du premier obstacle et aux informations de position en temps réel du véhicule (302), le procédé comprend en outre les étapes consistant à :
    déterminer si une deuxième trajectoire de marche arrière existe conformément aux informations de position du premier obstacle et aux informations de position en temps réel du véhicule (302) ; et
    commander le véhicule (302) pour qu'il interrompe la marche arrière lorsque la deuxième trajectoire de marche arrière n'existe pas.
  6. Procédé selon l'une quelconque des revendications 1 à 5, dans lequel, à la suite d'une réponse à l'instruction de marche arrière, l'étape de commande du véhicule (302) pour qu'il recule conformément à la première trajectoire de marche arrière (301) consiste en outre à :
    afficher une distance restante en temps réel de la première trajectoire de marche arrière (301) pendant une marche arrière.
  7. Procédé selon l'une quelconque des revendications 1 à 6, dans lequel, en réponse à l'instruction de marche arrière, l'étape de commande du véhicule (302) pour qu'il recule conformément à la première trajectoire de marche arrière (301) consiste à :
    acquérir des informations d'angle de volant courant du véhicule (302), et commander un volant du véhicule (302) pour le tourner à un angle cible ;
    acquérir des informations de rapport courant du véhicule (302), et commander un rapport du véhicule (302) pour passer à un rapport cible ;
    acquérir une sortie de puissance courante d'un moteur du véhicule (302), et commander le moteur pour passer à une sortie de puissance cible ; et
    acquérir un état de conduite courant du véhicule (302), et commander une force de freinage de roues du véhicule (302) pour passer à un état de conduite cible ;
    dans lequel l'angle cible, le rapport cible, la sortie de puissance cible et l'état de conduite cible sont associés à la première trajectoire de marche arrière (301).
  8. Procédé selon l'une quelconque des revendications 1 à 7, dans lequel l'étape d'acquisition des premières informations d'obstacles environnementaux du véhicule (302) lors du processus de conduite en marche arrière consiste à :
    acquérir les premières informations d'obstacles environnementaux du véhicule (302) par un capteur à ultrasons ou par un capteur d'image pendant le processus de conduite en marche arrière.
  9. Système de commande de marche arrière, comprenant :
    un module d'acquisition de première trajectoire de marche arrière (301) configuré pour acquérir une première trajectoire de marche arrière (301) d'un véhicule (302) après la réception d'une instruction de marche arrière du véhicule (302) ;
    un module de commande de véhicule (1702) configuré pour, en réponse à l'instruction de marche arrière, commander le véhicule (302) pour qu'il recule conformément à la première trajectoire de marche arrière (301) ;
    un module d'acquisition d'informations d'obstacles (1703) configuré pour acquérir des premières informations d'obstacles environnementaux du véhicule (302) pendant un processus de conduite en marche arrière ;
    un module d'acquisition de deuxième trajectoire de marche arrière configuré pour, lorsque les premières informations d'obstacles environnementaux satisfont une condition prédéfinie, déterminer une deuxième trajectoire de marche arrière du véhicule (302) conformément à la première trajectoire de marche arrière (301) et aux premières informations d'obstacles environnementaux ; et
    le module de commande véhicule (1702) est en outre configuré pour commander le véhicule (302) pour qu'il recule conformément à la deuxième trajectoire de marche arrière,
    caractérisé en ce que le système comprend en outre :
    un module d'acquisition d'informations en temps réel configuré pour acquérir les informations de position en temps réel du véhicule ; et
    un module d'acquisition de troisième trajectoire de marche arrière configuré pour déterminer une troisième trajectoire de marche arrière conformément à la première trajectoire de marche arrière et aux informations de position en temps réel lorsque les informations de position en temps réel dévient de la première trajectoire de marche arrière ;
    le module de commande de véhicule est en outre configuré pour commander le véhicule pour qu'il recule conformément à la troisième trajectoire de marche arrière ;
    dans lequel le système comprend en outre :
    un sous-module de second obstacle configuré pour déterminer si un second obstacle en mouvement est présent dans les premières informations d'obstacles environnementaux conformément à la première trajectoire de marche arrière ;
    un sous-module de secondes informations configuré pour acquérir des informations de trajectoire d'obstacle du second obstacle lorsque le second obstacle est présent ; et
    un sous-module de deuxième trajectoire de marche arrière configuré pour déterminer la deuxième trajectoire de marche arrière du véhicule conformément aux informations de trajectoire d'obstacle et à la première trajectoire de marche arrière de sorte qu'il n'y ait pas de position de chevauchement entre la deuxième trajectoire de marche arrière et les informations de trajectoire d'obstacle.
  10. Véhicule (302) comprenant un système qui met en œuvre le procédé de commande de marche arrière selon l'une quelconque des revendications 1 à 8.
  11. Dispositif de calcul et de traitement, dans lequel le dispositif de calcul et de traitement comprend :
    une mémoire (1020) maintenant un code lisible par ordinateur ; et
    un ou plusieurs processeurs, dans lequel, lorsque le code lisible par ordinateur est exécuté par le ou les processeurs, le dispositif de calcul et de traitement met en œuvre le procédé de commande de marche arrière selon l'une quelconque des revendications 1 à 8.
  12. Programme d'ordinateur, dans lequel le programme d'ordinateur comprend un code lisible par ordinateur, et lorsque le code lisible par ordinateur est exécuté dans un dispositif de calcul et de traitement du véhicule selon la revendication 10, le code lisible par ordinateur amène le dispositif de calcul et de traitement à mettre en œuvre le procédé de commande de marche arrière selon l'une quelconque des revendications 1 à 8.
  13. Support lisible par ordinateur, dans lequel le support lisible par ordinateur maintient le programme d'ordinateur selon la revendication 12.
EP21813549.9A 2020-05-25 2021-05-24 Procédé et système de commande de marche arrière et véhicule Active EP4159593B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202010458179.0A CN111674465B (zh) 2020-05-25 2020-05-25 一种倒车控制方法、系统及车辆
PCT/CN2021/095519 WO2021238863A1 (fr) 2020-05-25 2021-05-24 Procédé et système de commande de marche arrière et véhicule

Publications (3)

Publication Number Publication Date
EP4159593A1 EP4159593A1 (fr) 2023-04-05
EP4159593A4 EP4159593A4 (fr) 2023-11-29
EP4159593B1 true EP4159593B1 (fr) 2025-08-20

Family

ID=72434276

Family Applications (1)

Application Number Title Priority Date Filing Date
EP21813549.9A Active EP4159593B1 (fr) 2020-05-25 2021-05-24 Procédé et système de commande de marche arrière et véhicule

Country Status (4)

Country Link
US (1) US12351175B2 (fr)
EP (1) EP4159593B1 (fr)
CN (1) CN111674465B (fr)
WO (1) WO2021238863A1 (fr)

Families Citing this family (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111674465B (zh) 2020-05-25 2022-01-04 长城汽车股份有限公司 一种倒车控制方法、系统及车辆
CN114056311B (zh) * 2020-08-05 2022-12-23 广州汽车集团股份有限公司 一种车辆制动控制方法、装置及存储介质
CN114516323A (zh) * 2020-11-20 2022-05-20 奥迪股份公司 一种车辆的倒车辅助方法、装置及车辆
CN115840439A (zh) * 2020-12-15 2023-03-24 博泰车联网科技(上海)股份有限公司 车辆倒车导航的方法、装置、设备及存储介质
CN113619679B (zh) * 2021-08-27 2023-06-20 中汽创智科技有限公司 电动汽车倒车循迹方法、装置、存储介质和终端
CN114475603B (zh) * 2021-11-19 2024-06-14 纵目科技（上海）股份有限公司 自动倒车方法、系统、设备及计算机可读存储介质
CN113968246B (zh) * 2021-12-08 2023-06-23 广州文远知行科技有限公司 障碍物倒车轨迹预测方法、装置、设备及可读存储介质
CN114559930A (zh) * 2022-03-07 2022-05-31 北京汽车集团越野车有限公司 辅助泊车的方法、电子设备、装置及具有该装置的车辆
CN114995440B (zh) * 2022-06-15 2024-10-18 中国第一汽车股份有限公司 车辆控制方法、装置、车辆及存储介质
CN114919662A (zh) * 2022-06-16 2022-08-19 岚图汽车科技有限公司 一种动态倒车辅助线的建立方法、装置和存储介质
CN115042790A (zh) * 2022-07-01 2022-09-13 吉利四川商用车有限公司 基于倒车雷达的车辆控制方法、装置、车辆以及存储介质
CN115167367B (zh) * 2022-07-29 2024-08-23 重庆长安汽车股份有限公司 基于主动安全和v2x技术的倒车避撞系统
CN115512571B (zh) * 2022-09-28 2023-12-19 上汽通用五菱汽车股份有限公司 一种倒车环境监测方法、装置、设备以及存储介质
US20240219902A1 (en) * 2023-01-04 2024-07-04 Gm Cruise Holdings Llc Protocol and user-interface for reversing an autonomous vehicle under remote assistance supervision
CN119043344B (zh) * 2024-08-22 2025-06-06 惠州华阳通用电子有限公司 一种车辆定位方法
TWI903801B (zh) * 2024-10-09 2025-11-01 台灣松下電器股份有限公司 行車電腦的倒車指令的驗證方法及其系統
CN119239756B (zh) * 2024-12-04 2025-04-04 张家港长城汽车研发有限公司 车轮的控制方法、装置、电子设备及车辆
CN119975537B (zh) * 2025-04-17 2025-10-10 厦门中科星晨科技有限公司 多轴全轮转向车辆的转向模式的确定方法、装置及设备

Family Cites Families (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2340980B1 (fr) * 2009-12-30 2012-05-30 Magneti Marelli S.p.A. Système d'assistance au stationnement
KR20120025170A (ko) * 2010-09-07 2012-03-15 주식회사 만도 주차 제어 방법 및 그 장치
KR101360424B1 (ko) * 2011-12-09 2014-02-10 현대자동차주식회사 차량용 주차궤적 도출방법
KR20130118116A (ko) * 2012-04-19 2013-10-29 현대모비스 주식회사 자동 주차 보조 시스템에서 장애물 충돌 회피 장치 및 방법
CN104512337B (zh) * 2013-10-04 2017-03-29 本田技研工业株式会社 车辆周围显示装置
KR102326062B1 (ko) * 2014-11-12 2021-11-12 현대모비스 주식회사 자율주행차량의 장애물 회피 시스템 및 방법
CN104819724B (zh) * 2015-03-02 2018-04-03 北京理工大学 一种基于gis的无人地面车辆自主行驶辅助系统
CN104859545A (zh) * 2015-06-05 2015-08-26 寅家电子科技（上海）有限公司 倒车轨迹线自动调整装置及方法
KR102326057B1 (ko) 2015-08-03 2021-11-12 현대모비스 주식회사 주차 지원 장치 및 그 제어 방법
KR101965829B1 (ko) * 2016-10-04 2019-08-13 엘지전자 주식회사 자동주차 보조장치 및 이를 포함하는 차량
CN108248688A (zh) * 2016-12-29 2018-07-06 长城汽车股份有限公司 倒车辅助线设置方法及倒车辅助系统
CN107169468A (zh) * 2017-05-31 2017-09-15 北京京东尚科信息技术有限公司 用于控制车辆的方法和装置
DE102017124661A1 (de) * 2017-10-23 2019-04-25 Connaught Electronics Ltd. Verfahren zum Unterstützen eines Benutzers eines Kraftfahrzeugs beim Einparken auf einem Parkplatz, entsprechendes Computerprogrammprodukt, entsprechende Fahrerassistenzvorrichtung und entsprechendes Kraftfahrzeug
CN109709945B (zh) * 2017-10-26 2022-04-15 深圳市优必选科技有限公司 一种基于障碍物分类的路径规划方法、装置及机器人
JP6897597B2 (ja) 2018-02-16 2021-06-30 トヨタ自動車株式会社 駐車支援装置
CN108437981B (zh) * 2018-03-01 2020-02-21 东软集团股份有限公司 一种自动倒车方法及装置
CN110316182B (zh) * 2018-03-29 2021-07-06 深圳市航盛电子股份有限公司 一种自动泊车系统及方法
CN110271537B (zh) * 2019-06-04 2020-10-16 浙江吉利控股集团有限公司 一种自动泊车方法、装置及设备
CN110562244A (zh) * 2019-08-07 2019-12-13 武汉乐庭软件技术有限公司 一种基于目标停车位出库的自动泊车轨迹规划方法
KR20210025170A (ko) 2019-08-26 2021-03-09 포항공과대학교 산학협력단 Shh 유전자의 메틸화 억제제를 포함하는 방광암 치료용 조성물
CN111674465B (zh) * 2020-05-25 2022-01-04 长城汽车股份有限公司 一种倒车控制方法、系统及车辆

Also Published As

Publication number Publication date
US20230192086A1 (en) 2023-06-22
CN111674465B (zh) 2022-01-04
EP4159593A4 (fr) 2023-11-29
EP4159593A1 (fr) 2023-04-05
CN111674465A (zh) 2020-09-18
US12351175B2 (en) 2025-07-08
WO2021238863A1 (fr) 2021-12-02

Similar Documents

Publication Publication Date Title
US12351175B2 (en) Reversing control method and system and vehicle
CN110520812B (zh) 用于远程控制车辆的方法和系统
CN101426669B (zh) 停车辅助装置以及停车辅助方法
US10449971B2 (en) Travel control device
CN101421133B (zh) 停车辅助装置以及停车辅助方法
CN101426670B (zh) 停车辅助装置及停车辅助方法
CN102458964B (zh) 用于车辆停泊中的摄像机系统
EP3016835B1 (fr) Système de commande de véhicule
CN102768808B (zh) 辅助驾驶员的装置和方法
EP2786917B1 (fr) Système et méthode d'assistance au parquage vu du ciel
AU2017390929B2 (en) Method and system for providing an at least partially automatic guidance of a following vehicle
JP6047083B2 (ja) 駐車支援システム
CN113811934B (zh) 车辆的行驶控制方法及行驶控制装置
JP6366881B2 (ja) 駐車支援装置
US11545035B2 (en) Driver notification system
CN111936364A (zh) 停车辅助装置
CN102610125A (zh) 输出超车建议的机动车驾驶员辅助系统运行方法和机动车
CN103608217B (zh) 用于求取车辆与位于车辆侧面的对象之间的相对位置的方法
US20170219714A1 (en) Method for determining a desired trajectory for a first traffic user, in particular for a motor vehicle, for a route section
CN110998685A (zh) 行进障碍检测装置和车辆导航系统
JPH10244891A (ja) 駐車補助装置
EP4439522B1 (fr) Procédé et dispositif d'aide au déplacement d'un véhicule
EP3825194A1 (fr) Procédé et système d'assistance aux opérateurs de véhicule au dépassement sécurisé
US20240182055A1 (en) Method for Operating an Assistance System of a Vehicle With Proactive Suggestion for Carrying Out an Assistance Function, Assistance System, and Vehicle
JP7752980B2 (ja) 車両走行制御装置、車両走行制御方法および車両走行制御プログラム

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20221215

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230530

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
A4 Supplementary search report drawn up and despatched

Effective date: 20231030

RIC1 Information provided on ipc code assigned before grant

Ipc: G06F 18/24 20230101ALI20231024BHEP

Ipc: B60W 30/06 20060101ALI20231024BHEP

Ipc: B62D 15/02 20060101AFI20231024BHEP

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: GRANT OF PATENT IS INTENDED

INTG Intention to grant announced

Effective date: 20250331

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE PATENT HAS BEEN GRANTED

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602021036793

Country of ref document: DE

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20250820

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20251220

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20251120

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG9D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20251222

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250820

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250820

Ref country code: HR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250820

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20251121

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250820

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250820

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250820

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250820

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: RS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20251120

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250820

REG Reference to a national code

Ref country code: AT

Ref legal event code: MK05

Ref document number: 1827052

Country of ref document: AT

Kind code of ref document: T

Effective date: 20250820

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SM

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250820

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250820

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250820

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250820

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250820

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250820

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20250820